Rail flaw-detecting device



A. E. F. BILLSTEIN RAIL FLAW- July 21, 1953 DETECTING DEVICE Filed Nov.16, 1948 INVENTOR:

ATTORNEYS n m a l 3% a gwm w M y MQMW i Hm Q N 31am] I Em m QM 3. RH wO0 mafia Q W hi S n@ n M 4 K f a M m am t L H BE Q E q wmwmw PatentedJuly 21, 1953 RAIL FLAW-DETECTING DEVICE Arthur E. r. Billstein,Altoona, 1a., assignor to The Pennsylvania Railroad Company,Philadelphia, ia.,a corporation of Pennsylvania Application November 16,1948, Serial No. 60,198

This invention has general reference to means for locating imperfectionsin metallic bars and relates more particularly to devices for detectingflaws in railroad track rails and especially such flaws as may existwithin the region of the joint bar bolt holes.

The primary object of my present invention is to provide a portableflaw-detecting device in which the detecting means is held stationarywith respect to that portion of the rail being tested, while the carriertherefor moves along said rail during the actual testing interval.

Another object of my invention is to provide a flaw-detecting devicewhich is easily mounted on a suitable vehicle for coupling to amotorized car, and which is well adapted for testing track rails withinthe joint bar region only.

A further object of my invention is to provide a flaw-detecting deviceof the type above referred to in which a. supersonic detector means ispendently mounted from the vehicle with capacity for the latter totravel within determined limits, while said detector means is held tothe rail joint being tested.

Other objects and attendant advantages of my invention will becomeapparent from the following detailed description of the typicalembodiment thereof shown by the accompanying sheet of drawings whereinlike reference characters designate corresponding parts in all theviews; while the claims more particularly define the features of noveltyover the prior art.

Fig. 1 is a part elevation and part sectional view of one practical formof flaw-detecting device, as attached to a suitable vehicle for use onrailroad tracks, and with the flaw-detecting means in its inactiveposition.

Fig. 2 is a similar view to the preceding figure but with theflaw-detecting means in operative position. 7 f

Fig. 3 is a view like Fig. 2 showing the flawdet'ccting means engagedwith a movement limlting switch and said means ready for release fromcontact with the rail for return to. the position of Fig. 1.

Fig. 4 is a vertical section taken approximately as indicated by thearrows. IV-IV in Fig. 1, with parts in section and drawn to relativelylarger scale for clearer illustration of important details.

In describing the embodiment of my invention exemplified by theaccompanying drawings herewith, specific terms will be employed for thesake of clarity, but it is to be understood the scope of said inventionis not thereby limited; each such term being intended to embrace allequivalents which perform the same function for an analogous purpose.

Referring more in detail to the drawings, the

numeral 5 designates the deck of a light vehicle equipped with wheels'6, one only being shown, adapted for traveling track rails 1, inaccordance with known practice. In the drawings, I have indicatedaligned lengths of rail 1, connected end Y to end by tie or joint bars 8with associated cross-section and having angularly directed end portions#2, i3 with terminal flanges H, whereby said rod If is secured to thedeck directly above and in spatial alignment with the longitudinalcenter line of the rails l. The suspension rod II is provided, proximateits front end 13 with a stop collar [5 and, afixed thereto adjacent itsrear end portion 12, is a movement-limiting switch l6 as shown, rod llaffords resilient suspension for a supersonic flaw-detecting means. inthe form of a small carriage comprehensively designated 11, in Fig. 4.

The carriage i1 comprises a holder or plastic block t8, Fig. 4 only,having cemented thereto, six quartz crystals 39, for example only, whichare cushioned by sponge rubber 20 in a manner to provide the necessarystrength and resiliency to absorb vibration and shock, said crystalsbeing properly spaced with respect to corresponding points on the rail Ifor testing by supersonic waves, or at similar critical locations ofeach rail joint. For mechanical protection the crystals [9 are each,preferably, encased in a hardened steel inverted cup or cylinder 2 i,see Fig, 4, that is open at its lower end to confront the rail 1,butwhich will not actually contact said rail when the carriage I! islowered toactiveposition. The necessary electrical coupling medium orcontact between the crystals l9 and the rail I is made by water orkerosene'oil, the liquid beingdistributed to each said crystal from acopper sup ply line, indicated at n, having corresponding branches 23respectively located in advance of each crystal I9. Application of thecoupling fluid is preferably electrically controlled by a contact 24 onthe joint bar engaging finger 25, hereinafter described. The theoreticaltime of contact necessary for testing a point on a rail 1 does notexceed one ten-thousandth of a second, which eliminates any mechanicaldifficulty in providing the short time interval when the testingcarriage I1 is stationary with respect to the rail 1, or during theactual making of the test or tests.

In order that the testing carriage 11 may be supported for progressionalong the rail 1, rela tlve to the vehicle deck 5 as hereinbefore noted,the plastic block I8 is provided with vertical end projections 23serviceable as rigid attachment means for rear and front guide bars 2'1,28. Each of the guide bars 21, 28 has proximate its free end a suitableaperture 29 therethrough that affords slidable guidance for a verticallydirected rod 30 equipped at its lower end with a castorwheel 3| for freerotative coaction with the running surface of the rail 1. The upper endof each rod 30 is fitted with lock-nut means 32, and, intermediate theunderside of each guide bar 21, 28 and the head 33 of the associatedcastor-wheel 3|, said rod 30 is encircled by a helical spring 34, for apurpose later on set forth.

The plastic block IB is also provided with spaced socket projections 35for vertical sliding coaction with pendent pins 36 integral with, orrigidly secured to, a trolley device 31, fitted with insulate materialbushings 38 having corresponding section bores for slidable coactionwith the suspension or track rod H, hereinbefore referred to. It itsalso to be noted that the trolley device 31 and the testing carriage l!are connected together by an intervening tension spring 39 anchored atits ends thereto at 40 and 4| respectively. Carriage I1 is furtherequipped with rearwardly and forwardly sustained electromagnets 42, 43respectively, in place of which any other suitable means such as an airclamp might be used. The trolley 31 also includes an upstanding post orprojection 44 affording connection at 45 for one end a flexible element46 which is trained over a freely rotative pulley 4! supported by theend portion l3 of the bar ll. The other end of flexible element 46 isattached at 48 to one end of a recoil spring 49 whereof the other end isconnected to the suspension bar end portion l2 by an eye-bolt 50. Thusit will be readily understood that the spring 49 serves to normally holdthe testing carriage l1 proximate the forward end of the vehicle deck 5.

The joint bar engaging finger 25, hereinbefore mentioned, isconveniently supported by a bracket 5i pendently attached to the vehicledeck 5, said bracket embodying a laterally directed portion 52 affordingrigid support for a noncircular section bar 53. To the bar 53 the finger25 is movably attached, by aid of an appropriate clamp 54 and securingmeans 55, whereby said finger 25 and clamp 54 are adjustable along thebar 53 as well as angularly up or down with respect to the joint bar 8.

It will now be readily apparent that in operation, the testing carriageI1 is attracted and held to the rail 1 by the electromagnets 42, 43 uponclosing of the electrical contact on the bar finger 25 when the latterengages the joint bar 8 as indicated in broken lines at a in Fig. 2, andthat such contact will keep said magnets energized until the carriagetrolley 31 engages and trips the movement limiting switch l6. Upondeenergization of the magnets, the carriage i1 is raised under therecoil action of the spring 43 with the assistance of the springs 34,which latter also function to maintain the caster-wheels 3| in runningcontact with the rail 1. Similarly it will also be understood thatbefore the quartz crystals 19, of the testing carriage l'l. actuallycontact the head surface of the rail 1, the coupling liquid, water orkerosene, is sprayed on said head surface by the pipe branches 23, asindicated by the dotted line 56 in Fig. 4, to insure proper conductionfor the supersonic sound waves from the crystals 19 into the rail 1. Itwill furthermore be apparent that after the rail 1, regionally of thejoint bar 8, is tested the vehicle has traveled forward relative to thetrack rod l I through the slidable engagement therewith of the trolley31, until said trolley engages the limit switch 16 with resultantde-energizing of the electromagnets 42, 43 and release of the testingcarriage H for instantaneous elevation and return to its normal runningposition, as hereinbefore stated.

Attention is also directed to the fact that the testing carriage I1 isresiliently supported from the vehicle deck 5 and normally held at auniform distance above the head surface of the rail 1 by aid of thecastor-wheels 3 I with capacity to yield and thus allow the quartzcrystals I9 to contact said rail 1 when the electromagnets 42, 43 becomeenergized. It is further to be understood that I may use a paintspraying device of the type disclosed in my prior Patent No. 2,282,929,dated May 12, 1942, in connection with the flawdetecting means of thepresent invention for marking the rail 1, to visibly indicate thelocation of the flaws. Accordingly it is deemed unnecessary to hereinfurther elaborate on this point.

From the foregoing the merits and advantages of my invention will beclearly apparent, but it is desired to point out that the proper timingsequence for the spraying of the contact coupling fluid, and thedownward motion of the testing carriage ll, are determined by properpositionillg of the contact 24 on the finger 25. An auxiliary switchoperated by hand may, obviously, be used to prevent movement of thetesting carriage I! through frogs and rail switches but permit testingthrough highway crossings. Incidentally the electronic equipment-notshown-for testing is enclosed in a sealed box and mounted withoutadditional housing on the vehicle deck 5. Furthermore, it will bereadily understood that a testing carriage Il may be provided at eachside of the vehicle deck 5 for simultaneous testing of both rails of atrack.

Finally it is to be understood that my invention is not limited to theprecise disclosure hereinbefore set forth, since changes may be made inthe form, construction and arrangement of the parts, without departingfrom the spirit and scope of said invention as more concisely defined inthe following claims.

Having thus described my invention, I claim:

1. The combination in a flaw-detecting device of a vehicle adapted fortravel on rail track; a suspension member spacedly below and rigidlysecured to the vehicle deck; a testing carriage including trolley means,slidably mounted to the suspension member, to enable relative movementof the vehicle with respect to said carriage, and such carriage havingwheels normally in running contact with said rail, supersonic means onthe carriage for testing the rail regionally of the joint;electromagnets supported by the carriage which, when energized, attractand temporarily running contact with the traclrrail; supersonic meanscarried by said'carriage to effect the actual testing regionallygof therailjoint; electromagnetic devices onthe carriage which, when ener zedattract and stationarily hold said carriage,

to. the rail; and movement; controlling switch means. loperative'tolimit advance of the vehicles relativeto thelcarriage, during, theactual tests-f ing interval.

3. Anew-detecting devieefor track rails com prising a vehicle adaptedfor travel on the rail; 2. suspension member spacedirem and rigidwiththe vehicle deck; ,a wheeled carriage including a trolley slidablealongthe suspension member; supersonic means supported by said carriage toeffect the actual testing for :detection of flaws regionally ofl'therail joints; means operative to maintain the carriage wheels in normalrunning contact 'withlthe .trackrail and the flawdetecting'deviceelevated relative thereto; an electromagnet at each end of the testingcarriage which,

when energized, jointly attract and stationarily :3

hold said carriage to the rail joints; and means controlling limitedadvance of the vehicle, relative to the testing carriage, while thelatter is sta tionarily held during the actual testing interval.

4. A flaw detecting device for railroad track H rails comprising avehicle adapted for travel on said rails; a suspension memberdependently rigid with the vehicle deck; a. wheeled testing carriageincluding a block of suitable plastic having supersonic crystals in therail head confronting surface; a trolley slidably engaged on thesuspension member and having relatively movable connection to theaforesaid plastic block; means operative to maintain the testingcarriage wheels in normal rolling contact with the track rail head; anelectromagnet at each end of the testing carriage which, when energized,jointly attract and hold the carriage plastic block closely adjacent thetop surface of the rail head; motion limiting means controlling advanceof the vehicle, r

relative to the testing carriage and the rail joint, during the actualtesting interval, and to efiect de-energlzing of the electromagnets; andrecoil means operative to return the testing carriage to its normalposition.

5. The invention of claim 4 further including electrically controlledmeans eiiective to spray a fluid coupling medium onto the rail head, inadvance of each crystal, to complete conduction contact between saidcrystals and the rail.

6. The invention of claim 4 wherein the suspension member is in the formof a non-circular section rod having angularly related end portions withterminal attaching flanges; and wherein said rod includes an adjustablestop collar adjacent one of the angular ends, and a movement limitingswitch proximate the other angular end.

7. The invention of claim 4 wherein the testing carriage plastic blockhas spaced sockets in its underside zonal region of the rail joint bar;and

wherein eachisuch socket houses one of the rail head confrontingsupersonic crystals with an'lnterpesed rubber cushion effective toabsorb vibration andshock;

8; The invention of claim 4 wherein the test ing carriage plasticblo'ck' embodies spacedly' aligned sockets formecllin' its railconfronting face for the associated supersonic signals; wherein aninvertedlcylindrical metalcup is suitably secured in eachsuch' socket;and wherein each said cupis equipped with an inner sponge rubbercushionsand an outer attached quartz crystal,

9. The invention of claim 4 wherein the testing carriage-pl stic blockembodies spaced upstandingsocket projections that ai'lord, movable guidance forpinsdependently rigid with the trolley, and vertical-lendprojections providing support for aligned lforward. and rearwardprojecting bars; wherem said trolley derice lisficonnected to theplastic block-by a tension spring; wherein the plastic block alignedforwardlyand rearwardly;

projecting: bars haveitheir free endsLrespectively apertured forguidance of associated rods each; having a castorcdevice at its lowerend; whereina helical spring, intermediate the caster devices andlthcspacedly confrontingbar ends, with lock-nuts engaged on the remoteterminal portions thereof, above said bar ends, jointly serve todownwardly-influence suchrods; and wherein the recoil means consists of.a tension spring,-

anchored between the trolley and the testing carriage, normally holdsthe latter elevated with respect to the track rail.

10. The invention of claim 4 further including a bracket dependentlysecured to and below the vehicle deck in advance of the testingcarriage; wherein said bracket embodies a laterally-directed portionaffording rigid support for a noncircular section bar; wherein anappropriate clamp device is adjustably secured on said bar; and whereinan singularly-directed finger is carried by said clamp device withcapacity for vertical adjustment and electric current conductiontherethrough from the rail joint bar to the testing carriageelectromagnets.

ll. In rail flaw detecting apparatus, a vehicle adapted to travel on therail; a guideway extending longitudinally of the vehicle; a detectordevice slidably connected to the guideway and supported in closeproximity to the rail; holding means actuated upon engagement of acontact element with a joint bar connecting aligned rail sections forcausing temporary arrest of the detector device over the rail joint;means automatically operative to cause release of the detector device bythe holding means after a predetermined extent of travel of the vehicle;and means to return the detector device to its initial osition.

12. In rail flaw detecting apparatus, a vehicle adapted to travel on therail; a guideway extendin longitudinally of the vehicle, a detectordevice slidably connected to the guideway and supported in closeproximity to the rail; yielding means for normally maintaining thedetector device at the forward end of the guideway; means actuated uponengagement of a contact element with a joint bar connecting aligned railsections for causing temporary arrest of the detector device over therail joint; and means automatically operative to cause release of thedetector device by the holding means after a predetermined extent oftravel of the vehicle for retraction to its normal position at theforward end of the vehicle by the yielding means.

13. In rail flaw detecting apparatus, a vehicle adapted to travel on therail, a guideway extending longitudinally of the vehicle; a detectordevice slidable along said guideway and a yielding suspension means bywhich the detector device is normally supported out of contact with therail; yielding means for normally maintaining the detector device at theforward end of the guideway; means by which the detector device islowered into contact with the rail and held to the rail While thevehicle advances; and means adjacent the opposite end of the guidewayarranged to be actuated by the carriage after a predetermined extent oftravel of the vehicle to eifect release of the detector device by theholding means for elevation from the rail by the suspension means andfor retraction to its normal position at the forward end of the guidewayby the yielding means.

14. In rail flaw detecting apparatus, a vehicle adapted to travel on therail; a guideway extending longitudinally of the vehicle; a detectorcarriage slidably connected to the guideway and supported by a yieldingsuspension normally out of contact with the rail; electromagnetic meansoperative, when energized, to draw the carriage into contact with therail; yielding means for normally maintaining the carriage at theforward end of the guideway; a switch on the carriage adapted to beclosed for current flow to the electromagnetic means and holding of thecarriage to the rail as the vehicle advances; and a limit switchadjacent the opposite end of the guideway arranged to be automaticallyactuated by the carriage after a predetermined extent of travel of thevehicle to interrupt current flow to the electromagnetic means, forrelease of the carriage and retraction thereof to its normal position atthe forward end of the guideway by the yielding means.

15. Rail flaw detecting apparatus according to claim 14, wherein thefirst mentioned switch has an actuating member which is operated byengagement with a joint bar connecting aligned sections of the rail.

16. Rail flaw detecting apparatus according to claim 14, furtherincluding means for releasing conducting fluid onto the rail in advanceof the detector carriage at the time of energization of theelectromagnetic means.

17. Rail flaw detecting apparatus according to claim 14, wherein thecarriage comprises a block of insulation, a plurality of crystalelements respectively set, with interposition of rubber cushioning andtheir ends projecting, into metallic protective cups; and wherein thecrystal-containing cups are recessed upwardly into said block atintervals therealong.

ARTHUR E. F. BILLSTEIN.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 1,130,657 Armstrong Mar. 2, 1915 2,088,273 Aikman July 27,1937 2,287,112 Lourie June 23, 1942 2,388,683 Frickey et al. Nov. 13,1945 2,467,328 Mesh Apr. 12, 1949

